Shockproof retardation controller



Nov. 16, 1937 E. R. FITCH 2,099,390

SHOCKPROOF RETARDATION CONTROLLER Filed Se t. 18, 1956 INVENTOR ELLERYR. FITCH ATTORNEY Patented Nov. 16, 1937 PATENT caries v V r 2,099,390 Isnoenraoor RETARDATION CONTROLLER Ellery R. Fitch, Irwin, Pa, assignorto The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation ofPennsylvania Application September 18, 1936, Serial No. 101,465

Claims.

This invention relates to shock proof retardation controllers, and moreparticularly to this type of retardation controller for use on railwayvehicles.

The advent of the new light-weight, high speed, transcontinental,passenger trains has necessitatedthe employment of a device for socontrolling the brakes during an application as to cause the train to bedecelerated smoothly without excessive wheel sliding. One, such device,now quite common on the new high speed trains, is known as a retardationcontroller device, also sometimes referred to as a decelakron.

In the retardation controller device, or decelakron, most commonlyemployed, a relatively heavy body is so arranged as to be responsive tothe rate of deceleration of the train and functions to control theoperation of a valve for the purpose of controlling the degree ofapplication of the brakes. By suitably adjusting the retarda- 'tioncontroller device, it may be made to so control the degree ofapplication of the brakes as to limit the rate of retardationto aparticular value or values. I

The first group of the newlight-weight trains to be put in Operationwere of the articulated type. In this type of train, due to theemployment of the articulated type of construction, there is very littlerelative longitudinal movement between adjacent cars in the train duringeither acceleration or deceleration. As a consequence, such trains areaccelerated and decelerated quite smoothly, and the retardationcontroller' device is not subject, while controlling the brakes duringdeceleration, to shocks produced in the train during deceleration, suchfor exampleas are incident to slack action in an ordinarytrain employingthe standard type of couplers. I

More recently, however, high speed trains of the nonarticulated typehave been proposed, that is, trains employing individual cars coupled bymeans of standard couplers. In this type of train considerably moreshock is produced than in thearticulated type, a particular source of,the shock being due to the slack action of the ,train when acceleratingand decelerating. It has been observed that in the non-articulated typeof train the shocks produced cause unintended operprovide a retardationcontroller mechanism which'is unappreciably affected by shocks pro--duced ina train, whether due to slack action or other causes.

Serial No. 741,063, filed August 23, 1934, and assigned to the assigneeof the present application, there has been illustrated the adaptation ofa retardation controller device of the so-called pneumatic type to atrain brake equipment. It is a further and more specific object of thepresent'invention to: provide an improved retardation controller deviceof the type shown in the Hewitt application, with a suitable mountingtherefor which protects the retardation controller device from shocksproduced in the train.

Other and more specific objects of the invention will be apparent fromthe following description of one embodiment thereof, which is taken inconnection with the attached drawing, wherein,

Fig. 1 shows in schematic form the conventional manner in which cars inan ordinary train are coupled together.

Fig. 2 shows in schematic form a simple brake equipment which may beemployed on such a train.

Fig. 3 shows in diagrammatic form a retardation controller deviceembodying the principles of my invention.

The diagrammatic representation of a train shown in Fig. 1 is intendedto be illustrative only. The three cars designated at I0, I l and i2will be assumed to be cars of more or less conventional design, coupledtogether by standard couplers l3. The car ID will be assumed to be, themotor or power car.

Referring now to Fig. 2, this figure shows in schematic form a brakeequipment for the train of Fig. 1. This equipment mayinclude a brakecylinder M for each car, which is adapted to operate a conventional typeof wheel brake, a straight air pipe |5, which extends throughout thetrain, a retardation controller mechanism It, a brake valve device [1,and a main reservoir 18. The main reservoir l8 will be assumed to bemaintained charged with fluid under pressure from the usual compressor(not shown).

While the brake equipment shown in Fig. 2 has been illustrated as asimple straight air brake equipment, it is to be understood that inpractice a brake'equipment such as that illustrated and described in theaforesaid Hewitt application is contemplated.

Referring now to Fig. 3, the improved retardation controller mechanismIt comprises a retardation controller device 20, which is embodied in acasing containing a movable body 2| therein having on either side a wingor flange 22 which is adapted to roll upon rollers 23. The rollers 23are preferably carried on ball bearings and suitably supported from thecasing of the retardation controller device 20. Disposed adjacent oneend of the body 2! is a lever 24, which is pivotally mounted to theretardation controller casing at 25, and is adapted to freely rock abovethis pivot. Carried by the upper end or" the lever 2 is a roller 25,which is adapted to engage'a raised projection 2i on the left end of thebody 2|. Carried by the lower end of the lever 24 is another roller 28,which is adapted to engage one end of a slide valve 29.

The slide valve 28 is slidable in a bore 38 in the retardationcontroller casing, and is normally.

urged to the left by a spring 3| which engages the right endof thevalve.

The retardation controller device is preferably positioned on the firstcar in a train in a manner such that when it is decelerating theresulting force of inertia urges the body 2| to the left. When thevehicle is not decelerating, or is running at a substantially constantspeed, the spring 3! maintains the valve 29 and body 2| positioned asillustrated. Therefore, when the body 2| is urged to the left duringdeceleration of the train, it moves against the opposition of the spring3| a distance proportional to the rate of deceleration, and thuspositions the valve 29 accordingly.

The valve 29 is provided with a reduced portion which in the illustratedposition establishes a communication between two passages 33 and 34. Aswill be observed by comparing Figs. 2 and 3, the passages 33 and 34 areeach connected to a section of the straight pipe i5, and when these twopassages are in communication the brake cylinders M (which are connectedto the straight air pipe l throughout the train) are in communicationwith the brake valve device l'l.

When, however, the body 2| moves to the left the valve 29 is shifted tothe right, first blanking the passage 33, thereby closing'communicationbetween the brake valve H and the several brake cylinders it, and thenupon further movement connecting the passage 3G to an exhaust port 35.Th brake cylinders l4, and straight air pipe I5, are thus placed incommunication with the atmosphere for this position of the valve 29.

The retardation controller device 2i! is mounted upon wheels 36,preferably carried on ball bearings so as to provide as frictionless amounting as possible. Disposed between the left hand end of theretardation controller 26 and an adjacent end wall of the casing 39,which houses the retardation controller, is a shock absorbing orstabilizing spring ie. Similarly disposed between the right end of theretardation controller and the adjacent end wall of the casing 39 is aiike shock absorbing spring 4|. These springs are preferably normallyunder tension, and may, of course, be held in place by any suitablemeans, such for example as by the lugs 42 pictured.

The retardation controller device 2i! is thus free to move with respectto the casing 39, the casing being suitably bolted to a frame member 43,(of the head end car it in the train illustrated) by means of bolts it.In order that the retardation controller device will have full freedomof movement with respect to the casing 39, the communications betweenthe two sections of the stra ,ht air pipe and the passages 34 and 33,respectively, are effected by flexible conduits-l5, made of flexiblerubber, or the like.

In addition to the flexible conduits 45, I have also illustrated anotherflexible conduit 46 as having communication with a pipe il. In acommercial type of retardation controller device, as illustrated in theaforesaid Hewitt application, Serial No. 741,863, the retardationcontroller device is provided with a fluid pressure operated adjustingmechanism, and the flexible conduit G 5 and pipe 41 are intended toillustrate the connection for this adjusting mechanism, although notnecessarily essential to an understanding of the present invention.

j In operation, when the train is running under power, or coasting, thehandle 48 of the brake valve device I? is maintained in releaseposition, in which position the ght air i5 and brake cylinders Hi areconnected to the atmos phere. Since the train is running under power ata substantially constant speed, or drifting at a slowly reducing speed,the retardation controller device as will maintain communication betweenthe right hand section of the straight air pipe and the left handsection leading to the brake valve device li', so that thiscommunication may be maintained.

For the purpose of illustration, it will be assumed that the brakevalvedevice H is of the self-lapping type, that is, the type in whichfluid under pressure may be supplied to the straight air pipe i5 to adegree dependent upon the degree or extent of movement. of the handle 48into an application zone.

Assuming now that it is desired to eifect a full service application ofthe brakes, the handle 38 is moved into the application zone to the fullservice position, whereupon fluid under pressure will be supplied to thestraight air pipe from the reservoir l8, to the degree corresponding tothe full service position. As a consequence, the brake cylinders l4 willhave full service pressure produced and maintained therein, so as toproduce a full service application of the brakes.

When the cars ill, H and I2 of the train were being propelled underpower, slack in the couplings 53 will have been run out, but when thebrakes are applied this slack must run in. The running in of the slackusually produces shock throughout the train. Without the improved formof mounting shown for the retardation controller device 20, this shockmay be such as to cause the body 2| of the retardation controller deviceto assume a position which is not in accordance with the actual rate ofretardation of the train. For example, the body 2| may be shifted to aposition, as a result of the shock, where communication is closedbetween passages 33 and 34, or where not only is this communicationclosed but where the passage 34, and the right hand section of thestraight air pipe it are connected to the exhaust port 35, therebyunintentionally releasing the brakes.

With the improved mounting construction provided by the shock absorbingor stabilizing springs 49 and 4|, and the frictionless rollers 38, itwill be evident, and experience and experiments attest to the fact, thatshocks produced in the train are absorbed by the springs 39 and 4|, sothat the retardation controller body 2| is moved only in response andaccording to the actual rate of retardation of the train, and does notimproperly interfere with the application of the brakes. That is to say,when the slack of the train runs in and produces a violent shock in thetrain, the retardation controller 2!! per se moves under the force ofthis shock against opposition of one of the two springs M3 and 4|, butthe body 2| will be maintained in' whatever position is proportional tothe actual rate of retardation of the train. I v As the rate ofretardation increases the body 25 will be shifted to the left, andif-the rate is high enough will shift valve 29 to close com-- iunicationbetween the passages 33 and 34, and connect the passage 34 to theexhaust port 35. This will, of course, effect a partial release-of thebrakes, and" this partial releasemay result in further slack actionin.the train. If shocks are produced as a result of this further slackaction, these shocks will also be absorbed by the two springs it and, sothat the retardation controller "device will not be shifted to a falseposition; i

As soon as the rate of retardation has diminished as a result of thepartial release of the brakes, the body. 2| will move-to a positionwhere the valve 29 disconnects the passage 34 from the exhaust port 35,and, if the rate of retardation has diminished sufficiently, possiblyto' the position where passages 33 and 34 are again connected. Ingeneral, however, the retardation controller will shift the valve 29between a lap position, that is, the position where it blanks thepassage 33, and the release position, that is,

troller device will function more precisely according to the actual rateof retardation.

When it is desired to release the brakes by operation of the brake valvel1,this may be done at any time by moving the brake valve handle 52 tothe release position, thus releasing fluid under pressure from thestraight air pipe l5 and the several brake cylinders [4. If at the timethe release is desired the retardation controller valve 29 has closedcommunication between the two passages 33 and 34, a ball check valve 49will function to establish communication between the two passages, as isobvious from the arrangement shown in Fig. 3. Thus a release may beeffected at any time regardless of the position of the retardationcontroller valve 29. This permits graduating the release by manipulationof the brake valve handle 48.

It will thus be seen that in the improved form of retardation controllermechanism provided by my invention, the retardation controller devicemay be readily adapted to a conventional type of train employingconventional types of couplers, and will operate precisely in accordancewith the rate of retardation of the train without being appreciablyafiected by shocks produced in the train, whether due to slack action orother causes.

While I have shown a specific embodiment of my invention, it is not'myintention to be limited to the precise details of this embodiment, nor

otherwise than by the-spirit and scope of the appended claims.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

In a train brake system, in combination, means for applying the brakeson the train, means operated according to the rate of retarda- Sincethis movement of the retardation tion of the train'for controlling thedegree of application of the brakes, and means for mounting said lastmeans on the train and being so constructed and arranged as to protectsaid last means from shocks produced in the train.

2. In a train brake system, in combination,

' means for applying the brakes on the train, a

retardation controller device -'for controlling the degree ofapplication of the brakes in accordance with the rate of retardation ofthe train,

and mounting means for mounting said retardation controller device on a,car in the train, and being so constructed and arranged as to preventshocks produced in the train from appreciably'afiecting the operation ofthe retardation controller device. 1

-3. Ina vehicle brake system,in combination,

abrake device, means for effecting the operation of said brake device, aretardation controller device for controlling the operation of saidbrake device in accordance with the rate of retardation of the vehicle,and mounting means for mounting said retardation controller device onsaid vehicle and comprising yielding elements for permitting relativemovement of said retardation controller device with respect to saidvehicle, whereby shocks produced in the vehicle are absorbed by saidyielding elements.

4. In a vehicle brake system, in combination, a brake cylinder, meansfor effecting a supply of fluid under. pressure to said brake cylinderto effect an application of the brakes, a retardation controller deviceoperable to control brake cylinder pressure according to the rate ofretardation of the vehicle, and means for mounting said retardationcontroller device on said vehicle and comprising yielding elements whichpermit movement of said retardation controller device relative to saidvehicle, whereby shocks produced in the vehicle are prevented fromaffecting the operation of said retardation controller device.

5. In a retardation controller device, in combination, a body movableaccording to the rate of retardation of a vehicle, means controlled inresponse to movement of said body for controlling the degree ofapplication of the vehicle brakes, a housing adapted to be secured tosome portion of the vehicle, and resilient means for positioning saidbody and first means with respect to said housing, and being adapted topermit said body and first means to move together with respect to saidhousing, whereby shocks produced on said housing are absorbed by saidresilient means.

6. In a retardation controlling mechanism, in combination, a retardationcontroller device operated according to the rate of retardation of thevehicle for controlling the degree of application of thelorakes on avehicle, a housing, and means for mounting said retardation controllerdevice in said housing and'providing for relative movement of saidretardation controller device with respect to said housing, wherebyshocks produced on said housing are prevented from affecting theoperation of said retardation controller device.

7. In a retardation controlling mechanism, in combination, a housingadapted to be secured to a vehicle, a retardation controller deviceoperated according to the rate of retardation of the vehicle forcontrolling the degree of application of the vehicle brakes, rollers forsupporting said retardation controller device in said housing, andresilient means interposed between said retardation controller deviceand elements of said housing, and being adapted to permit saidretardation controller device to move freely with respect to saidhousing.

8. In a retardation controlling mechanism, in combination, a housingadapted to be secured to a railway vehicle, a retardation controllerdevice operated according to the rate of retardation of the vehicle forcontrolling the vehicle brakes, rollers carried by said retardationcontroller device and adapted to roll upon a floor of said housing,spring means interposed between said retardation controller device andsaid housing and being so constructed and arranged as to permit relativemovement of said retardation controller device with respect to saidhousing, whereby shocks produced in the vehicle are prevented fromaffecting the operation of said retardation controller device, and meansfor flexibly connecting said retardation controller device to thevehicle brake system.

9- In a retardation controlling mechanism, in combination, a housingadapted to be secured to a vehicle, a retardation controller devicecomprising a body movable in accordance With the rate of retardation ofa vehicle and a valve means operated according to movement of said body,

said retardation controller device also comprising and being embodied ina substantially unitary casing, rollers carried by said casing forsupporting said retardation controllerdevice in said housing, springmeans interposed between said retardation controller casing and saidhousing and being adapted to permit said retardationv controllerdeviceto move relative to said housing, and means providing flexibleconnections between said valve means and pipes forming a part of arfiuidpressure brake system.

10. In a retardation controlling mechanism, in combination, aretardation controller device embodied ina casing having disposedtherein a body movable in accordance with the rate of retardation of avehicle and a valve means operated according to movement of said body, ahousing adapted to be secured to a railway vehicle, rollers forsupporting said retardation controller casing in said housing, andspring means interposed between said retardation controller casing andsaid housing, said spring means being so constructed and arranged as topermit said retardation controller casing to move relative to saidhousing in either of two directions.

ELLERY R. FITCH.

